Gender, Climate and Transport in the United States - JULY 2021 - Women's ...
←
→
Page content transcription
If your browser does not render page correctly, please read the page content below
J U LY 2 0 2 1
Gender, Climate
and Transport in
the United States
WEDO • P O LICY B R I EF O N TR A N S PORT 1
Acknowledgments About the Author Regan F. Patterson, Ph.D. is an environmental engineer and environmental justice consultant who focuses on issues related to transportation equity and air pollution. About the Women’s Environment and Development Organization (WEDO) The Women’s Environment and Development Organization (WEDO), founded in 1990, is a global women’s advocacy organization, working for a just world that promotes and protects human rights, gender equality, and the integrity of the environment. WEDO’s headquarters is located in New York. Visit us at wedo.org. Cover photo by Ketut Subiyanto, Pexels | Above photo by ZR10, Shutterstock WEDO • P O LICY B R I EF O N TR A N S PORT 2
Contents
4 Preamble
5 Introduction
6 Gender Considerations in
Infrastructure & Transportation
7 Planning Practices
11 Affordability
12 Safety
15 Gendered Employment in
the Transportation Sector
16 Policy Recommendations
17 Investments
19 Job Creation
19 Civilian Climate Corps
20 Conclusion
21 Case Studies
24 References
Photo by Kaique Rocha, Pexels WEDO • P O LICY B R I EF O N TR A N S PORT 3
Preamble
We cannot confront the climate crisis far from the reality; existing and overlapping
without transforming how we all move inequalities persist to erode mobility access
through the world. At present, the for all. Across lines of race, class and gender,
transportation sector accounts for almost transportation has historically served to
one third of U.S. greenhouse gas emissions, entrench white supremacy, patriarchy,
and is steeped with environmental injustices and deepening wealth inequality. With
that disproportionately impact communities an intersectional feminist analysis that
of color and low income communities, confronts and addresses how systems
including the public health impacts of air of oppression influence and structure
and noise pollution, the economic impact our mobility policies, it is possible for
of navigating inaccessible, costly and transportation to take on new forms, as a
unreliable systems, and disinvestment in catalyst for transformation. By realizing
low-emissions, sustainable and healthier the potential for intentional and equitable
transportation alternatives. investment that prioritizes universal access
and affordability for all, takes into account
We present this brief with the deep the differentiated needs of users it has
conviction that we all have the right to historically marginalized, and learns lessons
move safely and freely through the world. from feminist transportation advocates,
But we know that across the landscape of U.S. mobility infrastructure can serve
transportation infrastructure and mobility as a critical pathway to achieving racial,
systems in the United States, this remains economic and gender justice.
Photo by WEDO WEDO • P O LICY B R I EF O N TR A N S PORT 4
Introduction
Infrastructure and transportation planning not perpetuate racial, class and gender
are crucial to addressing climate change. inequities.
In the United States, the transportation
sector is the largest source of greenhouse Equity was not considered in federal
gas emissions, accounting for 28%.1 The infrastructure and transportation
majority of greenhouse gas emissions policy until the Obama administration.9
from transport are caused by light-duty Former-U.S. Secretary of Transportation
vehicles. This is a consequence of an Anthony Foxx formally recognized and
automobile-dominated transportation addressed the inequitable racial and
system. Infrastructure and transportation economic impacts of infrastructure and
investments prioritize roadways over other transportation projects. He incorporated
modes of transportation,2 which contributes social equity measures in decision-making
to automobile dependency. for initiatives funded by the Department
of Transportation’s discretionary budget.9
Automobile-centric planning practices are The recently elected Biden administration
not just an issue of emissions. They have is poised to build off this foundational
been weaponized as a tool of oppression. work and center racial, economic, and
Urban highways were designed and built gender equity in its push for sustainable
in the mid-20th century to serve white infrastructure and an equitable clean energy
suburban commuters and reinforce economy.10 This presents a pressing policy
racial residential segregation.3 Highway opportunity to transform the transportation
construction divided and displaced poor system with a focus on equity, sustainability
communities of color, predominantly Black and a just transition.
communities,4 a practice that continues
today.5 Moreover, public transit is largely In this Brief, an intersectional gender lens is
underfunded, and public transit investments used to examine the impacts of inequitable
favor “choice riders” over “dependent riders,” infrastructure and transportation systems.
terms with differential assumptions of race The Brief also provides policy recommen-
and class.6,7 These inequitable investments dations to implement a gender-inclusive
contribute to transportation systems that transition to sustainable infrastructure
restrict mobility along race, class and gender and transportation. These urgent policy
lines, often exacerbating isolation from recommendations give guidance on how to
social and economic opportunities and systematically integrate considerations of
increasing vulnerability to climate-induced gender and the care economy. Case studies
disasters.8 Infrastructure and transportation of gender-inclusive projects from feminist
polices should take an intersectional organizers are presented to show solutions
approach to ensure that the transition to that make transportation more intersec-
a carbon-free transportation system does tionally just.
WEDO • P O LICY B R I EF O N TR A N S PORT 5
Gender Considerations in Infrastructure & Transportation Infrastructure and transportation systems and walking, are not an exception. Planning differently impact all genders, including practices, along with issues of affordability women, men, transgender, non-binary, and safety, have contributed to inequitable and gender nonconforming people, along transportation systems that hinder use intersecting identities, such as race and of low-carbon transportation and limit class. However, planning and design have participation in the transition to the clean historically centered the concerns of white, energy economy. This section examines middle-class, cisgender men. Low-carbon these challenges at the intersection of transportation modes, such as public transit transportation, climate and gender. Photo by Matheus Viana, Pexels WEDO • P O LICY B R I EF O N TR A N S PORT 6
Planning Practices Planning tends to reflect traditional binary gender roles and gendered division of labor. Single-use zoning segregates work, residential, school and care service areas into separate and distant locations.11 This practice increases the reliance on automobiles to reach destinations, embedding inequality. Furthermore, distance creates challenges to engaging in both non-care and care work. In the U.S., women spend 37% more time on unpaid household and care work than men.12 Women make more trips for household-sustaining activities, such as shopping and errands, than men.13 Infrastructure and transportation planning prioritize traditional travel patterns of men over the care economy and the “mobility of care.” Mobility of care14 signifies travel associated with caring tasks. Automobile Access Women have less access to automobiles than men. Figure 1 shows that women-headed households are more likely to not have access to an automobile.15 There are differences by race and ethnicity. Black, women-headed households are the most likely to not have access (21%).15 Another important consideration are auto-deficient households, those with fewer vehicles than drivers that must negotiate vehicle use.16 Four factors that may influence intra-household automobile sharing decisions are economic power, practical necessity, gender norms, and gendered preferences in mode choice.16 In an automobile-dominated transportation system, living in zero-vehicle or auto-deficit households makes it difficult to reach destinations, including activities that support the household, and increases household vulnerability to disaster. Top photo by Meruyert Gonullu, Pexels Bottom photo by Krampus Productions, Pexels WEDO • P O LICY B R I EF O N TR A N S PORT 7
Figure 1
Percent (%) of households without a vehicle by gender and race
Data is taken from the National Equity Atlas, as of 2017.
Men
Women
White Women
Women of Color
0 2 4 6 8 10 12 14 16 18
Households headed by, in terms of income
We recognize that this data, as pulled from the National Equity Atlas, invisibilizes non-binary individuals, and only underscores the imperative
for additional and focused research and exploration of mobility usage and needs of all genders.
Public Transit
Public transit is a low-carbon mobility option. It emits less
greenhouse gas emissions per passenger mile than single-occupancy
vehicles.17 Most public transit riders in the U.S. are women (55%).18
55%
of public transit
However, transit systems have not accounted for the mobility needs riders in the U.S.
of women, transgender, non-binary, and gender nonconforming
are women 18
people. Public transit schedules are planned around traditional male
commuter patterns, including 9-to-5 work schedules. This creates
barriers for part-time, service, informal and care work, which do
not follow peak hour transit times. A higher proportion of women
and transgender people work part-time than men.19,20 Public transit
service is less reliable and less frequent during off-peak hours.
Further, public transit fare policies are designed for direct commute
trips. Riders who make multiple stops are required to pay multiple
fares, which increases the cost of a trip. Women are more likely to
WEDO • P O LICY B R I EF O N TR A N S PORT 8
stop on their way to or from work than men, meaning their trips are more likely to consist
of multiple stops.21 Women have to pay multiple times as they trip chain for their care work
responsibilities.
Public transit vehicles and facilities often do not accommodate the needs of care work. In the
U.S., public transit vehicles are designed with little space for shopping bags, shopping carts, and
strollers. Additionally, most buses and trains prohibit open strollers and require caregivers to
take out the child(ren) and fold up the strollers. Some only allow open strollers if there is space
in the area designated for wheelchairs. This policy is particularly burdensome for those who
have to carry their child, especially when carrying other bags. Another challenge for women
responsible for the mobility of others, including the elderly and people with disabilities, is
the lack of bench seating at bus stops and transportation facilities. According to the Federal
Transit Administration, the Americans with Disabilities Act (ADA) does not require public
transit agencies to install bench seating.22
Moreover, public transit facilities in the U.S. lack restrooms.23 When restrooms are present,
they are often gendered, and therefore, less accessible to transgender, non-binary, and gender
nonconforming people. Inadequate opportunities to use the restroom during transit trips is a
barrier to riding transit.
Most buses and
trains prohibit open
strollers and require
caregivers to take out
the child(ren) and fold
up the strollers.
Photo by Iakov Filimonov, Shutterstock WEDO • P O LICY B R I EF O N TR A N S PORT 9
Walking Walking is a sustainable, active transport mode. However, planning and road infrastructure design prioritize automobiles. Walkability is limited by distance to employment and services, such as education, health care, grocery stores, and places of worship. Further, walkability is inhibited by inadequate sidewalks, crosswalks, curb ramps, lighting, and space between the sidewalk and roadway.24 Low-income communities are significantly less likely to have walkable streets.25 Sidewalks, marked crosswalks, and lighting are significantly less common in low-income communities.25 Insufficient pedestrian infrastructure makes it harder for the elderly, people with disabilities, children and caregivers to move and access transit stops. Photo by Chona Kasinger, Disabled and Here WEDO • P O LICY B R I EF O N TR A N S PORT 10
56%
of people living in
poverty in the U.S.
are women27
Affordability
A major barrier to transportation access is affordability. Transportation is the second largest
household expenditure after housing.26 Households in the bottom income quintile spend
38% of their pretax income on transportation, on average.26 This is a financial burden on
low-income households.
In the U.S., more women live in poverty than men. 56% of people living in poverty are women.27
V Women (12%) experience higher poverty rates than men (9%).28
V Among women, Indigenous women have the highest poverty rate
(25%), followed by Black women (23%) and Latinas (19%).29
V Poverty rates for people in women-headed households (22%) are
higher those for people in men-headed households (12%).28
One contributor to the gender disparity in poverty rates is the gender wage gap. On average,
women working full-time for a wage or salary earn 82 cents for every dollar earned by men
counterparts.30 Women who work in transportation and material moving occupations earn
78 cents for every dollar men earn, and women who work in construction and extraction
occupations earn 81 cents for every dollar men earn.31 The wage gap is wider for most women
of color.32 Another factor is the lack of reliable and affordable care. Women work part-time at
a higher rate than men.19 The difference is greater among parents with children under the age
of 6.33,34 One-third of women part-time workers work part-time because of child care reasons
or other family or personal obligations.35 Further, the low wages for paid care workers, who are
predominantly women of color, results in high levels of poverty. 16% of direct care workers live
below the poverty line.36
Photo by Ruslana Iurchenko, Shutterstock WEDO • P O LICY B R I EF O N TR A N S PORT 11Research also documents that transgender
people have high poverty rates (29%).20,37 The
unemployment rate among transgender people
29%
is especially high (15%).20 Unemployment is even
higher among Indigenous, Latino/a, and Black
transgender people. Access to employment is
hindered by mistreatment, harassment, and
poverty rate of transgender
discrimination in hiring and in the workplace,
including being fired or being denied a promotion.20
people in the U.S. 20,37
Safety
Traffic Injuries and Fatalities
Road infrastructure that prioritizes traffic creates safety
issues. In the U.S., women are involved in less traffic crash
deaths. Men account for 71% of all traffic crash deaths.38
70% of pedestrians killed in traffic crashes are men.38
Most pedestrian fatalities occur in the dark (75%).39 For
passenger vehicle driver deaths, men also account for
71%.38 However, women drivers have a higher injury and
fatality risk.40,41 This can be partially attributed to vehicle
design.40 A recent study shows that other contributors
are that women more often drive smaller, lighter cars and
are more likely to be driving the struck vehicles.41 The
problem is exacerbated by the rise in popularity of SUVs
and pickup trucks in the U.S. SUVs first outsold sedans
in 2015.42 In 2019, SUVs made up 47% of vehicle sales,
while sedans made up 22%.43 SUVs and pickup trucks
continue to increase their market share.43 In addition to
safety concerns, the rise in larger vehicles has climate
implications since they are less fuel efficient and more
polluting than passenger cars.44,45 For some, high-emitting
trucks are a symbol of petro-masculine identity, a
masculine identity closely linked to fossil fuels.46
Photo by Zackary Drucker, Gender Spectrum Collection WEDO • P O LICY B R I EF O N TR A N S PORT 12Gender-Based Harassment and Violence
Safety design in transportation infrastructure often neglects gender-based harassment
and violence. Not accounting for this has serious impacts. For example, while public transit
decreases the chance of being in an accident by more than 90% when compared to driving,47
gender-based harassment and violence are pervasive on public transit:
V Nationally, 25% of women report experiencing sexual harassment
on public transportation as compared to 10% of men.48
V A 2018 survey of D.C. Metro riders found that 27% of women report experiencing
sexual harassment on public transportation, and 14% of men report.49
V A 2018 LA Metro survey of women, men, and non-binary riders found that 25%
of women bus riders and 33% of women rail riders report being sexually harassed
on transit within the past six months prior to taking the survey.50 Non-binary
riders are the most likely to experience sexual harassment on the bus (41%), and
29% of non-binary riders report experiencing sexual harassment on rail.50
V Nationally, 32% of transgender riders who thought employees thought or knew
they were transgender reported experiences of unequal treatment or harassment
when using public transportation because of being transgender.20 Non-binary people
(39%) were more likely to have experienced unequal treatment or harassment.20
V A 2007 survey of the New York City subway system found that 10% of riders report
being sexually assaulted and 63% of riders report being sexually harassed.51 Over 99% of
those who reported experiencing sexual assault and/or sexual harassment are women.51
Photo by Keira Burton, Pexels WEDO • P O LICY B R I EF O N TR A N S PORT 1325%
of women in the U.S
report experiencing
sexual harassment on
public transportation48
Research shows that harassment and violence are largely underreported. With regard to
public transit, the aforementioned New York City subway survey found that 86% of those who
were sexually assaulted and 96% of those who were sexually harassed did not contact the
NYPD and/or the MTA to file a report or seek assistance.51 An online survey of New Yorkers
found that 88% of those who experienced harassment did not report the incident.52
The pervasive problem of gender-based harassment and violence affects the mobility of
women, transgender, non-binary, and gender nonconforming people. Fear of harassment and
violence impedes freedom of movement and reduces the use of public transit, which have
economic and climate implications. Fear and safety concerns lead to modified travel behavior
to reduce the risk of harassment and violence. A recent LA Metro study found that only 21% of
women riders feel safe riding transit after dark, 13% feel safe waiting for transit after dark, and
18% feel safe traveling to the stop or station after dark.50 Strategies to avoid fearful settings
include changing routes, not walking or traveling alone, traveling at specific times, not riding
public transit, and substituting with more expensive travel options.53,54 At night, women with
the financial ability often use ride-hailing services rather than walk or use public transit for
safety reasons.53,54 Thus, fear and safety concerns result in a “pink tax” on women.50,52 The
online survey of New Yorkers found that women spend an additional $26-50 per month due to
safety concerns.52 For women with care work responsibilities, this additional cost is on top of
the increased travel costs for frequent care trips and trip-chaining, as noted earlier.
Infrastructure and transportation design contribute to feeling unsafe. Desolate settings, long
wait times, unreliable real-time information, poor lighting traveling to and waiting at transit
stops, and long walking distances to transit stops amplify safety concerns.50,53,54
Photo by Laura James, Pexels WEDO • P O LICY B R I EF O N TR A N S PORT 14Gendered Employment in
the Transportation Sector
Figure 2 demonstrates that women are underrepresented in the transportation industry,
including in leadership positions.31,55-59 The lack of women’s voices in the planning process and
decision-making contributes to transportation systems that disregard the mobility needs of
women and care work.
Figure 2
Percent (%) of women in transportation occupations as of 2019.
Data taken from the U.S. Bureau of Labor Statistics and the U.S. Department of Transportation.
Civil Engineers
U.S. Department of Transportation Staff
Transportation Equipment Manufacturing
Transportation & Material Moving Occupations
Construction
Construction Laborers
Construction Equipment Operators
Leadership
Transportation Supervisors
U.S. Secretaries of Transportation
0 5 10 15 20 25 30
The transportation industry faces challenges recruiting and retaining women. Major barriers
include work-life imbalance, inflexibility in scheduling, an unclear promotion process, and an
unwelcoming work environment.60,61 Further, the lack of family friendly policies, including
parental leave and dependent care policies, results in the loss of new mother workers.60 A just
transition to a clean energy economy requires the transportation sector to adopt measures to
attract, retain, promote, and equally pay women.
WEDO • P O LICY B R I EF O N TR A N S PORT 15Policy Recommendations The Biden-Harris Administration recently does not explicitly address transport as a proposed the American Jobs Plan,62 which barrier to economic opportunity. Below are aims to rebuild the U.S. infrastructure and specific gender-responsive policy recom- create millions of good, high-wage jobs. mendations to ensure that infrastructure The Plan includes proposals to increase and transportation investments are inter- women’s participation in infrastructure, sectionally just and result in a sustainable transportation, and clean energy through and equitable transportation system that is expanding access to jobs and investing accessible, affordable, and safe. in care infrastructure. However, the Plan Photo by Meruyert Gonullu, Pexels WEDO • P O LICY B R I EF O N TR A N S PORT 16
Investments
Interventions that incorporate gender considerations and care work in infrastructure and
transportation investments:
V Increase public transit funding.
Currently, the Plan proposes $115 billion for roads and $85 billion to modernize and
expand transit over eight years. At minimum, public transit should be funded equally
to road infrastructure. Transit parity has implications for gender and economic equity
because women rely more on public transit. Additionally, more public transit helps
reduce automobile dependency, which has climate and safety implications. In June 2021,
Congressman Hank Johnson introduced the Stronger Communities Through Better
Transit Act, which proposes $80 billion over four years to support public transit operating
budgets to increase service, particularly in low-income and underserved communities.63
Additional stand-alone bills should not be necessary to provide the federal support
required for expanded and equitable public transit. The American Jobs Plan and the
surface transportation reauthorization bill must include equal funding for public transit.
V Target 40% of infrastructure and transportation investments to
Black, brown, and Indigenous communities.
Executive Order 14008 established a Justice40 Initiative, which aims to deliver 40%
of benefits of federal investments to disadvantaged communities.64 The American
Jobs Plan adheres to this E.O. by targeting 40% of the benefits of climate and clean
infrastructure investments to disadvantaged communities. However, as demanded
in the Green New Deal Network’s THRIVE Agenda, 40% of investments should go to
“communities that have been excluded, oppressed, and harmed by unjust practices,”
with a particular focus on Black, brown, and Indigenous communities.65 With regard
to infrastructure and transportation, this would include 40% of investments in
road and public transit infrastructure, complete streets, and electrification.
V Integrate care infrastructure investments with transportation
infrastructure investments.
While the Plan proposes large-scale investment in care infrastructure,
including $25 billion to upgrade and build new child care facilities,
transportation and care should be linked to enable women to move more
easily between productive and care work. For example, transit stops should
co-locate at local services, including child care and health services.
V Tie public transit infrastructure investments to explicit equity
targets.
Investments to “modernize public transit”62 must prioritize the mobility needs
WEDO • P O LICY B R I EF O N TR A N S PORT 17of all genders and mobility of care. Public transit vehicles should be designed
with designated stroller areas that do not take up the wheelchair area. Funds
must also be allocated to improve transit waiting areas to address comfort
and safety, including benches, working elevators, gender-neutral bathrooms,
real-time information displays, sufficient lighting, gender-based violence report
mechanisms, and increased presence of unarmed civilian transit staff.
V Tie public transit investments to explicit equity targets in
transit service.
The Plan articulates the need to expand transit to meet rider demand. However, demand
must be based on equity. There should be an explicit prioritization of service expansion
during off-peak hours to provide frequent and reliable service all day and accommodate
the transport needs of care work. Frequent and reliable service also reduces waiting and
transfer times. This helps improve access to employment and address safety concerns.
V Require fare-free public transit.
Federal transportation investments must be sufficient to enable free public
transit. Free public transit increases access for low-income riders. In addition,
free public transit addresses the fare policy challenges discussed in this
Brief, including transfer fees and increased travel costs due to trip-chaining
and multi-stop journeys. Further, free public transit eliminates inequitable
enforcement of fare evasion.66,67 The recently re-introduced Freedom to
Move Act would provide grants for fare-free transit and require grantees to
decriminalize fare evasion.68 Such policies empower freedom of movement.
Photo by Steven Pisano, Flickr WEDO • P O LICY B R I EF O N TR A N S PORT 18Job Creation Civilian Climate Corps
The American Jobs Plan states that The American Jobs Plan also proposes
infrastructure and transportation investments $10 billion to create a Civilian Climate
will create good, high-wage jobs with a Corps, a government jobs program that
fair choice to join a union and bargain would employ people in conservation and
collectively.62 Infrastructure projects not only resilience jobs to address climate change
create a large number of construction jobs; and advance environmental justice.62,64
the majority of jobs created are non-construc- The Biden-Harris Administration has not
tion jobs.69 The Plan includes explicit calls released details to date.
to tie investments to high-wages and labor
protections. There are also calls for new jobs In April 2021, Representative Alexandria
to be open to women and people of color, for Ocasio-Cortez and Senator Ed Markey
fair and equal pay, and for workplaces to be proposed the Civilian Climate Corps for
free from racial, gender, and other forms of Jobs and Justice Act, a vision for the Civilian
discrimination and harassment. Climate Corps that would employ 1.5
million people over five years.73 Climate
As the THRIVE agenda notes, a just transition Corps members would be paid at least
to a clean energy economy requires equitable $15 per hour and receive full health care
job entry and placement for previously coverage and support for transportation,
excluded groups, such as women and people housing and childcare. They would also
of color, and for communities impacted by receive educational grants of $25,000 per
the transition.65 Investments must be tied to year, up to $50,000, for further education
gender and racial equity interventions, such or student loan debt. The proposal also
as explicit workforce participation goals for includes providing career opportunities
women and people of color and workplaces for Climate Corps members through
free from discrimination and harassment,70,71 training, apprenticeship and pre-appren-
to ensure that the clean energy economy ticeship programs. The Act proposes that
does not recreate employment barriers 50% of climate service projects are based
and oppressive industries. Additional in environmental justice communities, of
interventions to add to the Plan include which 10% are in tribal areas. It also calls
family-sustaining wages65 and opportunities for 50% of Climate Corps members to be
for advancement to ensure diverse voices in from environmental justice communities
leadership roles in the transport sector. and for the inclusion of rural participants
and all genders. For a just transition to
Importantly, equitable access to care through green careers, the Civilian Climate Corps
policies such as universal child care and paid and apprenticeship programs must include
family leave72 is a prerequisite for women specific participation goals by race and
and caregivers to participate in the clean gender.70,71
energy economy.
WEDO • P O LICY B R I EF O N TR A N S PORT 19Conclusion The American Jobs Plan is a $2.3 trillion investments can be targeted to create a infrastructure and transportation sustainable and equitable transportation investment. An investment of this future that is responsive to the needs of magnitude is an opportunity to redress all genders and care work. Importantly, inequitable planning and design practices these gender-responsive transportation that privilege white, middle-class, strategies must be locally-adapted through cisgender men and systematically decision-making processes that involve integrate considerations of gender and the women, transgender, non-binary, and care economy. This Brief identifies how gender nonconforming people. Photo by Kaique Rocha, Pexels WEDO • P O LICY B R I EF O N TR A N S PORT 20
Annex
Case Studies
Alliance for Girls’ “Not One More Girl” Campaign
Centering girls and gender-expansive youth to address
gender-based harassment and violence on public transit
“Looking at the aspect of economic access and mobility, education, and
healthcare, all those pieces, basically, access to all the resources that allow you
to thrive. If girls don’t have access to mobility, they can’t get to school. There are
data points that we have that show that students had missed school because
they didn’t feel safe taking public transportation; that they weren’t able to keep
certain jobs because it meant getting on public transportation at a later time
that they weren’t comfortable doing or didn’t feel safe doing. It meant missing
medical appointments and meant missing opportunities that enhance your
quality of life, even access to your community, access to fun. And, so, it’s just
really an issue that touches so many areas. And, also, this is an issue of racial
justice because we know this issue is disproportionately impacting Black youth
and youth of color, especially when people’s first response to this issue is, ‘oh,
let’s have a police officer on every BART car, on every train.’ Not One More Girl
reimagines safety for BIPOC youth and takes an intersectional approach to safe
and just passageways.”
HA L E E M A B H ARO O CH A
Senior Advocacy Manager, Alliance for Girls
Alliance for Girls is an alliance of over 190 organizations and members in the San Francisco
Bay Area that serve girls and gender expansive youth to advance gender and racial equity.74 In
its Together, We Rise report on the lived experiences of girls of color in the Bay Area, Alliance
for Girls documented how girls feel unsafe on public transit and experience physical and
verbal harassment.75 Following a series of community town halls, Alliance for Girls developed
a gender equity action plan in partnership with groups in the Bay Area. Alliance for Girls
staff presented their plan to the Bay Area Rapid Transit (BART) staff. In response, BART
WEDO • P O LICY B R I EF O N TR A N S PORT 21partnered with Alliance for Girls to develop a campaign against gender-based harassment and
violence on public transit in the Bay Area. The “Not One More Girl” campaign was developed
in partnership with Alliance for Girls, Betti Ono, Black Girls Brilliance, The Unity Council’s
Latinx Mentorship and Achievement Program, and 15 Alliance for Girls member organizations.
Through listening sessions and workshops, Black and brown girls and gender-expansive youth,
artists, and community advocates were centered in this youth-driven campaign. Nearly 500
youth were involved, including 100 roles paid at least $18/hour. The “Not One More Girl”
campaign includes: a new “unwanted verbal/nonverbal sexual harassment (non-criminal)”
reporting category on the BART Watch App; a sexual harassment question on BART’s
customer satisfaction survey to address the lack of data; a webpage with police and non-police
resources on reporting; a bystander intervention training video; 300 posters designed by
youth; an amendment to the Code of Conduct to explicitly prohibit sexual harassment; and,
paid youth positions on hiring panels for unarmed, frontline responders, such as transit
ambassadors and crisis intervention specialists.76,77 The campaign emphasizes non-police
interventions out of recognition that not everyone feels safe with police. The “Not One
More Girl” campaign is the first phase of an effort to create systemic change on public transit
to improve safety and empower riders. Alliance for Girls is developing a toolkit for transit
agencies across the nation to replicate this model that centers local community in addressing
gender-based harassment and violence.
LA Metro’s Women and Girls Governing Council
Applying a gender lens to transportation planning
The Women and Girls Governing Council (WGGC) was established in 2017 to examine LA
Metro’s policies, programs and services through a gender lens.78 The objective of the Council
is to identify and remove challenges and barriers women face in transportation. The WGGC
has implemented several initiatives, including changes to hiring practices to eliminate
barriers to employment as well as career events to expose girls to opportunities in the
transportation industry. Another initiative was the 2019 Understanding How Women Travel
study to provide gender specific data to understand how women travel in LA County and
inform gender responsive transportation planning decisions.50 Gender disaggregated data
was collected through surveys, focus groups, participant observation, participatory design
workshops, and pop-up engagements at transit stations. Results are currently being used to
develop a Gender Action Plan.
WEDO • P O LICY B R I EF O N TR A N S PORT 22National Taskforce on Tradeswomen’s Issues
Increasing access to infrastructure jobs and improving
workplace environments
“Women want fair access to jobs in the infrastructure sector. As a whole,
women, and especially women of color, have been overlooked when it comes
to occupations connected to infrastructure. That means they have not had
the opportunity to be included in highly skilled careers in construction, utility
systems, ventilation, energy efficiency, trucking, vehicle repair & maintenance,
transit operations, waste management & remediation, water & sewage, electric
grid, rail systems and the list goes on and on. These blue color industries are a
means for women to have economic freedom. It gives us the ability to take care
of ourselves and our families. We want these opportunities. We need these
opportunities and when given the opportunity we have proven time and again
that we have the grit needed to excel in these industries.”
L E A H RAM B O
Co-Chair, National Taskforce on Tradeswomen’s Issues
The National Taskforce on Tradeswomen’s Issues is a coalition of organizations and members
that helps address access, opportunity, and equity in the construction industry and other
skilled trades occupations through policy and advocacy at the national, state and local
levels.70,78 The Taskforce recently released a Framework for Promoting Equity and Inclusion
for Women and People of Color in the Traders on Publicly Funded Infrastructure Projects
to ensure infrastructure investments promote gender and racial equity in skilled trades.70
Chicago Women in Trades is co-chair of the Taskforce. In 2017, the U.S. Department of Labor
awarded Chicago Women in Trades and partners a Gender Equity Contract to establish the
National Center for Women’s Equity in Apprenticeship and Employment.80 The National
Center for Women’s Equity in Apprenticeship and Employment provides technical assistance
and online resources for registered apprenticeships and local employers to advance women’s
opportunities in apprenticeship and skilled trades. Overall, the Taskforce promotes equity in
apprenticeship, training, workforce development, career education, and job site experience.
WEDO • P O LICY B R I EF O N TR A N S PORT 23References
1. US Environmental Protection Agency. (2020). Inventory 12. Hess, C.; Ahmed, T.; Phil, M.; Hayes, J. (2020). Providing
of US Greenhouse Gas Emissions and Sinks 1990-2018. Unpaid Household and Care Work in the United
Retrieved from epa.gov/sites/production/files/2020-04/ States: Uncovering Inequality. Institute for Women’s
documents/us-ghg-inventory-2020-main-text.pdf. Policy Research. Retrieved from iwpr.org/wp-content/
uploads/2020/01/IWPR-Providing-Unpaid-House-
2. Wilson, K. (2020). Three Reasons to Put the 1980s in the hold-and-Care-Work-in-the-United-States-Uncover-
Past And #EndTheEightyTwentySplit. Streetsblog USA. ing-Inequality.pdf.
Retrieved from usa.streetsblog.org/2020/11/18/three-
reasons-to-put-the-1980s-in-the-past-and-endtheeigh- 13. McGuckin, N.; Fucci, A. (2018). Summary of Travel
tytwentysplit. Trends: 2017 National Household Travel Survey. Federal
Highway Administration. Retrieved from nhts.ornl.gov/
3. Rothstein, R. (2017). The Color of Law: A Forgotten assets/2017_nhts_summary_travel_trends.pdf.
History of How our Government Segregated America.
Liverlight Publishing. 14. de Madariaga, I.S. (2013). From women in transport to
gender in transport: Challenging conceptual frameworks
4. Rose, M.H.; Mohl, R.A. (2012). Interstate: Highway Politics for improved policymaking. J. Int. Aff. 67, 43-65.
and Policy Since 1939. University of Tennessee Press.
15. The National Equity Atlas. (2017). Car access. Retrieved
5. Uteuova, A. (2021). Plan to expand Texas highway stalled from nationalequityatlas.org/indicators/Car_access.
over environmental racism concerns. The Guardian.
Retrieved from theguardian.com/us-news/2021/ 16. Blumenberg, E.; Brown, A.; Schouten, A. (2018).
mar/23/plan-to-expand-texas-highway-stalled-over-en- Auto-Deficit Households: Determinants, Travel
vironmental-racism-concerns. Behavior, and the Gender Division of Household Car
Use. University of California Center for Economic
6. Higashide, S. (2016). Who’s On Board 2016: What Competitiveness in Transportation. Retrieved from
Today’s Riders Teach Us About Transit That Works. ucconnect.berkeley.edu/sites/default/files/research-pa-
TransitCenter. Retrieved from transitcenter.org/ pers/2017-TO-052.1-65A0529.pdf.
wp-content/uploads/2016/07/Whos-On-Board-2016-
7_12_2016.pdf. 17. Federal Transit Administration. (2010). Public Trans-
portation’s Role in Responding to Climate Change.
7. Bullard, R.D. (2005). All transit is not created equal. Race, Retrieved from transit.dot.gov/sites/fta.dot.gov/files/
Poverty & the Environment. 12, 9-12. docs/PublicTransportationsRoleInRespondingToClimat-
eChange2010.pdf.
8. Bullard, R.D. (2003). Addressing urban transportation
equity in the United States. Fordham Urb. LJ. 31, 18. Clark, H.M. (2017). Who Rides Public Transportation.
1183-1209. American Public Transportation Association. Retrieved
fromapta.com/wp-content/uploads/Resources/
9. Ross-Brown, Sam. (2016). Transportation Secretary
resources/reportsandpublications/Documents/AP-
Foxx Moves to Heal Scars of Urban Renewal. The
TA-Who-Rides-Public-Transportation-2017.pdf.
American Prospect. Retrieved from prospect.org/
civil-rights/transportation-secretary-foxx-moves-he- 19. U.S. Bureau of Labor Statistics. (2020). Employed and
al-scars-urban-renewal. unemployed full- and part-time workers by age, sex, race,
and Hispanic or Latino ethnicity. Retrieved from bls.gov/
10. Mintz, Sam. (2021). How Biden is betting on Buttigieg
cps/aa2019/cpsaat08.htm.
to drive a new era of racial equity. Politico. Retrieved
from politico.com/news/2021/03/08/biden-butti- 20. James, S.E.; Herman, J.L.; Rankin, S.; Keisling, M.; Mottet,
gieg-acial-equity-473928. L.; Anafi, M. (2016). The Report of the U.S. Transgender
Survey: 2015. National Center for Transgender Equality.
11. Silbaugh, K.B. (2007). Women’s place: Urban planning,
Retrieved from ustranssurvey.org.
housing design, and work-family balance. Fordham L.
Rev. 76, 1797-1852.
WEDO • P O LICY B R I EF O N TR A N S PORT 2421. U.S. Department of Transportation, Bureau of 32. U.S. Census Bureau. (n.d.). PINC-05: Work Experi-
Transportation Statistics. (2018). Transportation ence-People 15 Years Old and Over, by Total Money
Statistics Annual Report. Retrieved from bts.dot.gov/ Earnings, Age, Race, Hispanic Origin, Sex, and Disability
sites/bts.dot.gov/files/docs/browse-statistical-prod- Status: 2019. Retrieved from https://www.census.gov/
ucts-and-data/transportation-statistics-annual-reports/ data/tables/time-series/demo/income-poverty/cps-pinc/
Preliminary-TSAR-Full-2018-a.pdf. pinc-05.html.
22. Federal Transit Administration. (n.d). Are bus stops 33. U.S. Bureau of Labor Statistics. (2020). Table 5:
and other transportation facilities required to provide Employment Status of the Population by Sex, Marital
bench seating? Retrieved from transit.dot.gov/ Status, and Presence and Age of Own Children Under
are-bus-stops-and-other-transportation-facilities-re- 18, 2018-2019 Annual Averages. Retrieved from bls.gov/
quired-provide-bench-seating. news.release/famee.t05.htm.
23. Jaffe, E. (2013). Why Don’t American Subway 34. U.S. Department of Labor. (n.d.). Full-Time/Part-Time
Stations Have Public Bathrooms? Bloomberg CityLab. Employment. Retrieved from dol.gov/agencies/wb/data/
Retrieved from bloomberg.com/news/articles/2013- latest-annual-data/full-and-part-time-employment.
01-03/why-don-t-american-subway-stations-have-
public-bathrooms. 35. Hegewisch, A.; Lacarte, V. (2019). Gender Inequality,
Work Hours, and the Future of Work. Institute for
24. Federal Highway Administration. (2013). A Resident’s Women’s Policy Research. Retrieved from iwpr.org/
Guide for Creating Safer Communities for Walking and iwpr-issues/employment-and-earnings/gender-inequali-
Biking. Retrieved from safety.fhwa.dot.gov/ped_bike/ ty-work-hours-and-the-future-of-work/.
ped_cmnity/ped_walkguide/sec1.cfm.
36. PHI. (n.d.). Workforce Data Center. Retrieved from
25. Gibbs, K.; Slater, S.J.; Nicholson, N.; Barker, D.C.; phinational.org/policy-research/workforce-data-center/.
Chaloupka, F.J. (2012). Bridging the Gap. Income
Disparities in Street Features that Encourage Walking. 37. Badgett, M.V.L; Choi, S.K.; Wilson, B.D.M. (2019). LGBT
Retrieved from bridgingthegapresearch.org/_ Poverty in the United States: A study of differences
asset/02fpi3/btg_street_ walkability_FINAL_03-09-12.pdf. between sexual orientation and gender identity groups.
UCLA School of Law Williams Institute. Retrieved from wil-
26. U.S. Bureau of Labor Statistics. (2020). Consumer liamsinstitute.law.ucla.edu/publications/lgbt-poverty-us/.
Expenditures Report 2019. Retrieved from bls.gov/opub/
reports/consumer-expenditures/2019/home.htm. 38. National Highway Traffic Safety Administration. (2021).
Fatality and Injury Reporting System Tool (FIRST).
27. IPUMS NHGIS, University of Minnesota. (2020). Retrieved from cdan.dot.gov/query.
Retrieved from doi.org/10.18128/D050.V15.0.
39. National Highway Traffic Safety Administration. (2019).
28. Semega, J.; Kollar, M.; Shrider, E.A.; Creamer, J. (2020). Traffic Safety Facts: Pedestrians 2017 Data. Retrieved
Income and Poverty in the United States: 2019. U.S. from crashstats.nhtsa.dot.gov/Api/Public/ViewPublica-
Census Bureau. Retrieved from census.gov/library/ tion/812681.
publications/2020/demo/p60-270.html.
40. Kahane, C.J. (2013). Injury Vulnerability and
29. Bleiweis, R.; Boesch, D.; Gaines, A.C. (2020). The Basic Effectiveness of Occupant Protection Technologies for
Facts About Women in Poverty. Center for American Older Occupants and Women. National Highway Traffic
Progress. Retrieved from americanprogress.org/issues/ Safety Administration. Retrieved from crashstats.nhtsa.
women/reports/2020/08/03/488536/basic-facts-wom- dot.gov/Api/Public/ViewPublication/811766.
en-poverty/.
41. Brumbelow, M.L.; Jermakian, J.S. (2021). Injury Risks and
30. U.S. Bureau of Labor Statistics. (2020). Highlights of Crashworthiness Benefits for Females and Males: Which
Women’s Earnings in 2019. Retrieved from bls.gov/opub/ differences are physiological? Insurance Institute for
reports/womens-earnings/2019/home.htm. Highway Safety. Retrieved from https://www.iihs.org/
topics/bibliography/ref/2219.
31. U.S. Bureau of Labor Statistics. (2020). Median weekly
earnings of full-time wage and salary workers by 42. Voelk, T. (2020). Rise of SUVs: Leaving Cars in Their
detailed occupation and sex. Retrieved from bls.gov/cps/ Dust, With No Signs of Slowing. The New York Times.
aa2019/cpsaat39.htm. Retrieved from nytimes.com/2020/05/21/business/suv-
sales-best-sellers.html.
WEDO • P O LICY B R I EF O N TR A N S PORT 2543. Libby, T. (2020). New vehicle registrations show record 54. Loukaitou-Sideris, A. (2009). How to Ease Women’s Fear
share levels for SUVs. IHS Markit. Retrieved from of Transportation Environments: Case Studies and Best
ihsmarkit.com/research-analysis/new-vehicle-registra- Practices (No. 09-01). San Jose: Mineta Transportation
tions-show-record-share-levels-for-suvs.html. Institute.
44. International Energy Agency. (2019). Growing 55. Center for American Women and Politics. (2021).
preference for SUVs challenges emissions reductions Women Appointed to Presidential Cabinets. Eagleton
in passenger car market. Retrieved from iea.org/ Institute of Politics. Retrieved from cawp.rutgers.edu/
commentaries/growing-preference-for-suvs-challeng- sites/default/files/resources/womenapptdtoprescabi-
es-emissions-reductions-in-passenger-car-market. nets.pdf.
45. International Energy Agency. (2020). Carbon emissions 56. U.S. Department of Transportation. (2021). DOT
fell across all sectors in 2020 except one – SUVs. Onboard Demographics, April FY 2021. Retrieved
Retrieved from iea.org/commentaries/carbon-emissions- from transportation.gov/assistant-secretary-adminis-
fell-across-all-sectors-in-2020-except-for-one-suvs. tration/human-resources/dot-onboard-demograph-
ics-april-fy-2021.
46. Daggett, C. (2018). Petro-masculinity: fossil fuels and
authoritarian desire. Millennium. 47, 25-44. 57. U.S. Bureau of Labor Statistics. (2021). Employed
persons by occupation, sex, and age. Retrieved from bls.
47. American Public Transportation Association. gov/cps/cpsaat09.htm.
(2016). The Hidden Traffic Safety Solution: Public
Transportation. Retrieved from apta.com/wp-content/ 58. U.S. Bureau of Labor Statistics. (2020). Employed
uploads/Resources/resources/reportsandpublications/ persons by detailed industry, sex, race, and Hispanic or
Documents/APTA-Hidden-Traffic-Safety-Solution-Pub- Latino ethnicity. Retrieved from bls.gov/cps/aa2019/
lic-Transportation.pdf. cpsaat18.htm.
48. Kearl, H.; Johns, N.E.; Raj, A. (2019). Measuring #MeToo: 59. U.S. Bureau of Labor Statistics. (2020). Employed
A National Study on Sexual Harassment and Assault. persons by detailed occupation, sex, race, and Hispanic
UCSD Center on Gender Equity and Health & Stop or Latino ethnicity. Retrieved from bls.gov/cps/aa2019/
Street Harassment. Retrieved from gehweb.ucsd.edu/ cpsaat11.htm.
wp-content/uploads/2019/05/2019-metoo-nation-
al-sexual-harassment-and-assault-report.pdf. 60. Godfrey, J.; Bertini, R.L. (2019). Attracting and Retaining
Women in the Transportation Industry. Mineta
49. Washington Metropolitan Area Transit Authority. Transportation Institute, San Jose State University.
(2018). Understanding Sexual Harassment on Public Retrieved from transweb.sjsu.edu/sites/default/
Transportation – 2018. Retrieved from wmata.com/ files/1893-Godfrey-Attract-Retain-Women-Transporta-
about/news/042018-Sexual-Harassment-Awareness.cfm. tion.pdf.
50. Los Angeles County Metropolitan Transportation 61. Palladino, L.; Gunn-Wright, R. (2021). Care & Climate:
Authority. (2019). Understanding How Women Travel. Understanding the Policy Intersections. Feminist Green
Retrieved from metro.net/projects/wggc/economic-de- New Deal. Retrieved from https://wedo.org/femgnd-re-
velopments/. leases-care-climate-issue-brief/.
51. Office of the Manhattan Borough President Scott 62. The White House. (2021). Fact Sheet: The American Jobs
M. Stringer. (2007). Hidden in Plain Sight: Sexual Plan. Retrieved from whitehouse.gov/briefing-room/
Harassment and Assault in the New York City Subway statements-releases/2021/03/31/fact-sheet-the-amer-
System. Retrieved from nytimes.com/packages/pdf/ ican-jobs-plan.
nyregion/city_room/20070726_hiddeninplainsight.pdf.
63. Congressman Hank Johnson. (2021). Congressman
52. Kaufman, S.M.; Polack, C.F.; Campbell, G.A. (2018). Johnson Proposes Transformation Public Transit Bill.
The Pink Tax on Transportation: Women’s Challenges Retrieved from hankjohnson.house.gov/media-center/
in Mobility. NYU Rudin Center for Transportation. press-releases/congressman-johnson-proposes-trans-
Retrieved from wagner.nyu.edu/files/faculty/ formational-public-transit-bill.
publications/Pink%20Tax%20Report%2011_13_18.pdf.
64. Executive Office of the President. (2021). Tackling
53. Loukaitou-Sideris, A. (2014). Fear and safety in transit the Climate Crisis at Home and Abroad. Federal
environments from the women’s perspective. Secur. J. Register. Retrieved from federalregister.gov/
27, 242-256. documents/2021/02/01/2021-02177/tackling-the-cli-
mate-crisis-at-home-and-abroad.
WEDO • P O LICY B R I EF O N TR A N S PORT 2665. Green New Deal Network. (n.d.). Thrive Agenda. 72. Kalipeni, J.; Kashen, J. (2020). Building Our Care
Retrieved from thriveagenda.com. Infrastructure for Equity, Economic Recovery and
Beyond. National Domestic Workers Alliance. Retrieved
66. Stolper, H. (2020). The MTA’s False Fare Evasion from caringacross.org/wp-content/uploads/2020/09/
Narrative. Community Service Society. Retrieved from Building-Our-Care-infrastructure_FINAL.pdf.
cssny.org/news/entry/mta-false-fare-evasion-narrative-
data. 73. Senator Edward J. Markey. (2021). Civilian Climate
Corps for Jobs and Justice Act of 2021. Retrieved from
67. Washington Lawyers’ Committee for Civil Rights and markey.senate.gov/imo/media/doc/ccc_one_pager.pdf.
Urban Affairs. (2018). The Committee Releases Report
on Shocking Disparities in Fare Evasion Enforcement by 74. Alliance for Girls. (n.d.). Who We Are. Retrieved from
Metro Police. Retrieved from washlaw.org/the-commit- alliance4girls.org/who-we-are.
tee-releases-report-on-shocking-disparities-in-fare-eva-
sion-enforcement-by-metro-police. 75. Alliance for Girls. (2019). Together, We Rise: The lived
experiences of girls of color in Oakland, San Francisco,
68. The Associated Press. (2021). Legislation Would and San Jose. Retrieved from alliance4girls.org/
Support Fare-Free Public Transit Systems. WBUR News. wp-content/uploads/Together-We-Rise-Report.pdf.
Retrieved from wbur.org/news/2021/03/31/mbta-mar-
key-pressley-free-public-transportation-bill. 76. Bay Area Rapid Transit. (n.d.). Addressing Gender Based
Violence. Retrieved from bart.gov/NotOneMoreGirl.
69. Austin, Algernon. (2017). To Move is to Thrive: Public
Transit and Economic Opportunity for People of Color. 77. Bay Area Rapid Transit. (n.d.). Not One More Girl
Demos. Retrieved from demos.org/sites/default/files/ Campaign. Retrieved from bart.gov/guide/safety/gbv/
publications/Public%20Transit.pdf. campaign.
70. National Taskforce on Tradeswomen’s Issues. (n.d.). 78. Los Angeles County Metropolitan Transportation
Framework for Promoting Equity and Inclusion for Authority. (n.d.). Women & Girls Governing Council.
Women and People of Color Working in the Trades Retrieved from metro.net/projects/wggc.
on Publicly Funded Infrastructure Projects. Retrieved
79. Tradeswomen Taskforce. (n.d.). The National Taskforce
from http://womensequitycenter.org/wp-content/
on Tradeswomen’s Issues. Retrieved from tradeswomen-
uploads/2021/03/TWTF-Infrastructure-Equity-Frame-
taskforce.org.
work-FINAL.pdf.
80. Chicago Women in Trades. (n.d.). National Center for
71. National Taskforce on Tradeswomen’s Issues. (n.d.).
Women’s Equity in Apprenticeship and Employment.
Towards Women’s Equitable Access to and Retention in
Retrieved from womensequitycenter.org.
High-Wage, High-Skilled Apprenticeship, Training, and
Trades Employment. Retrieved from tradeswomentask-
force.org/policy-platform.
Designed by Brevity & Wit. WEDO • P O LICY B R I EF O N TR A N S PORT 27You can also read
